MIKEY_! wrote:It's such a step down from gold. It doesn't really remind me of the old lotus colour scheme anymore.

fussell wrote:In relation to the cream paintwork

I have been told by a professional model maker (at a company that makes models for manufactures), the original Lotus didn't have gold paintwork, but something they called 'sign writers gold' which is a beige/cream colour. However I do think this is on the cream side, or maybe because the lines are a lot thicker?

The 'gold' on the 70's cars was a cream colour - for better contrast.I've Gunnar Nilsson's old sidepod hanging on my wall.

Point was that it looked gold on camera (like how old marlboro sponsored cars used a red that was nearly orange). Cameras are different now so red is now red and gold should be gold.

Please, could we move all livery posts into new topic 'Lotus livery'?A year ago when R31 was released with new livery, almost all about it was covered by Lotus Renault big article. In short, livery has fatter lines to be visible in TV in far view. The same cream colour is much more visible than gold, especially in TV. EOT.

madly wrote:Please, could we move all livery posts into new topic 'Lotus livery'?A year ago when R31 was released with new livery, almost all about it was covered by Lotus Renault big article. In short, livery has fatter lines to be visible in TV in far view. The same cream colour is much more visible than gold, especially in TV. EOT.

+1

Is there nothing more interesting than the livery colours to talk about? Zzz... zzz... zzz...

My guess is that the outer corners of the diffuser are a bit forward and sideways-facing so that the diffuser air exits more directly underneath/behind the "brake duct" winglets on the rear corners. By connecting the outer edges of the diffuser to the "brake duct" wing cascades you should be able to get some airflow synergy. The brake duct cascades help pull more air through the diffuser. Neat. There's something deliciously creative about the way the side-exit diffuser geometry accomplished this.

This overall system may also be an effective way of passively clawing back some of the blown-exhaust sealing at the diffuser edge that was done last year. Notice the Renault seems good in fast corners even though they do not resort to exhaust outlet trickery a la McLaren, Sauber, etc.

Yeah that's possible. I bet it's going to be one of those things that all teams end up copying like the vanes on the RW end plates of the perforated gurneys.

E20-01 is being sent to Barcelona ASAP. E20-02 will now undergo a massive amount of NTD. E-20-02 would, i presume, have been Grosjeans chassis for the start of they season going on past Lotus/Renault data.

That is a big blow. This also means that they will have to re-crash test a chassis as well as its outside the homologation of the design they submitted.

This is as big a blow to the team as the one they had last year loosing Bobby K in my opinion.

Their E20-03 will also have to be modified as well, and also when it comes to E20-04 onward the solution should be in the build.

Im now looking at Lotus to have the E20 with 6 chassis by the end of they year now. Id recon they will run with 01 to 03 for the first 4 GP, then go toMugello with the first of the new homologation, then have brand new chassis for the rest of the year.

This is costly on a financial sence as well, as a Chassis to 2007/2008 costs cost arround €600,000, so id recon this is close to the €700,000 mark now, if not more. It also diverts resource away from dialing in performance into the car as well in a set up stand point at present and later a aero point of view as well.